Testing 6 Sporty Cars

By the '68 model year, the "sports/personal" market—those cars we now tend to gather under the pony car umbrella—was four years old and getting crowded. The Mustang and Barracuda had the market to themselves for a couple of years, but by 1967 other brands had introduced sporty cars of their own. Casual shoppers were likely confused by the glut and were looking for help in sorting out the strengths and weaknesses of the various players.

Recognizing this fact, Motor Trend gathered six '68-model sporty cars in late 1967 for a comparison test. "By assessing all of the cars on a comparative basis, we hoped to reveal the inherent weakness in a market apparently overcrowded with identical products," wrote the editors in the Jan. '68 issue. "We discovered quite the contrary."

Instead, they came to realize that "because of the 'personal' characteristic of the class, the cars all differ, though all differences are vague or subtle. Two emphasize luxury, one economy, and all six offer performance and a specific kind of comfort, each of which can be rendered in the owner's own unique manner from manifold options and accessories."

Here, then, is a distilled recount of their impressions. This was not a shootout; there was no winner, unless you consider the new car buyer at the time as the ultimate winner, given the trove of choices he or she had at the dealerships.

Mustang

390ci/335hp V-8; 3-speed Cruise-O-Matic trans
15.2 sec. @ 94 mph

2/19Among the “We Like” comments given to the Mustang, the Motor Trend editors called out “Body styles and their availability … usefulness of fastback … neat design.”

By the '68 model year the Mustang had matured into a car suitable for a huge swath of the buying public, from those wanting a six-cylinder economy car to the drag racers building 427-inch FE motors (the Cobra Jet was still a few months off). "We prefer the 390 GT V-8 for performance tasks, mostly because it's doubtful the average user would ever realize the full potential from the 427, and probably be frustrated with the 302 four-barrel V-8," said Trend. The 390 was "extremely mild mannered around town and doesn't act up in traffic or when the temperature climbs."

3/19As happened more than once on this test, the photo car was not the car the editors wrote about. This, obviously, is not a 390 V-8. But for you restorers, here’s what a day-one 289 looked like in late 1967.

Inside, "sit-down comfort is okay," they wrote, but they did not like the steering wheel. Not only did it protrude too close to the driver, but the optional Tilt-Swing wheel "doesn't lock in place" when the door is opened. "It just moves up and to the right and then is as sloppy as a wet mop."

4/19The Mustang’s steering wheel collected the most criticism—too close to the driver, and the Tilt-Swing option didn’t lock out when the door was open.

No car is perfect, the editors admitted. "The Mustang has some rough edges built in, but not enough to take away any of the glamour. The other ponycar makers realize that only too well."

Camaro

396ci/325hp V-8; 3-speed Turbo Hydro automatic
15.6 sec. @ 92 mph

5/19Look closely at the opening photo and you’ll see the Camaro in the background is a RS with a 327 underhood, not the SS396 used in testing. The group shot was photographed in early October; the SS was tested later that month.

In the second year of production three engines were added to the Camaro's options list. Choices ranged from a 140hp six to a 325hp 396 big-block V-8. The latter, mated to a three-speed automatic and a 3.07 gear, was in Trend's test car. "The 396 puts out a torque rating of 410 lb-ft at a leisurely 3,200 rpm, which is quite sufficient for this 3,680-pound, short-wheelbase stormer. This big engine truly represents brute force in a car this size." While that force was dampened some by the tester's power accessories, "the car was able to do a respectable 0 to 60 in 7.8 seconds and turned a quarter-mile at 92 mph."

The guys also liked the car's road manners. "Handling this car is a joy, one of the outstanding features. Its wide-stance, low-profile chassis offers exceptional riding comfort with good handling and outstanding roadability."

One option the editors recommended was the Positraction differential, especially in a car with the "big engine." It was "invaluable for cornering, or even when leaving a parking lot. With big power under the hood, the rear end could break loose without much provocation, but Positraction negates the fishtail urge before it starts. Put your foot into it coming out of a corner. The feeling when the rear end digs in and puts you in a straight line is pure security blanket."

7/19Inside comfort is good “unless you suffer from claustrophobia,” wrote Motor Trend. “Spaciousness isn’t a Camaro strong point.”

Much as they liked the Camaro, the editors had a few gripes, from the console-mounted gauge package "that is almost impossible to see from the driver's seat" to the engine compartment, crowded as it was with power accessories. Still, in sum, they said, "If you like 'em small and fast, Camaro comes on like a champ."

Barracuda

340ci/275hp V-8; 3-speed TorqueFlite automatic
15.2 sec. @ 92 mph

8/19The Motor Trend editors said the Barracuda “is almost too large for a true sports/personal car.” Hmm. Do we sense a “fish out of water” theme to this part of the test?

The Trend editors gave the Barracuda decidedly mixed reviews. "There are no moments of emotional or physical ecstasy with the Barracuda, but at least it doesn't present phony impressions of fulfillment," was their opening statement. Yet in the next paragraph they called the new 340ci Formula S engine "one of the more exciting engines tested this year," while then venting their frustration at having to run "under the onus of its smog control constrictor, air conditioner and power steering." Interesting, too, that they called the Barracuda's 15.2-second quarter-mile time "somewhat leisurely" even though only one car in the test was quicker—and by just a tenth of a second, at that.

9/19While the Barracuda got mediocre reviews, the editors loved the new 340. “Designed for street use, it is light and flexible, and it wants to wind well past 6,000 rpm without any eerie noises.”

Handling was not the Barracuda's strong suit. "All you have is a smaller big car that doesn't sway as much as the family sedan." Some assist was provided by "the wide E70-14 tires and the relatively light weight of that fine 340 engine," but even at that, "there was excessive body lean, and an easy drift did not occur until it was too late to be completely trusted."

So, what did they like? Well, the engine, which they said "will no doubt emerge as 'The Powerplant' of the year, both in design and performance." There was also praise for its styling, "and roominess and comfort will unsell the deficiencies mentioned above."

10/19“Every Barracuda we’ve tested has been virtually peerless in comfort and ride,” said the editors, while then complaining that the bucket seats “provided almost no lateral support on either the seatback or bottom.”

Javelin

343ci/280hp V-8; 4-speed manual
15.1 sec. @ 93 mph

11/19The margin was just a tenth of a second, but the Javelin’s 15.1-second e.t. was quickest in this group. (The Mustang and Barracuda tied for Second Place at 15.2 seconds.)

The editors may have been lukewarm about the Barracuda, but they loved the Javelin, calling it "a world apart from the other ponycars in styling, comfort, space and features." While calling out "surprisingly good performance" of the Javelin's standard 145hp six-cylinder, they said the top-shelf 280hp 343 that they tested really "'got with the program' when pushed. Performance of our test car was just short of surprising," and the car logged the quickest quarter-mile e.t. of the bunch.

"A rude awakening waited for us in the handling test," they wrote, sounding like they were leading up to a complaint. But no. "In SST form with the 343 V-8, which includes a stout handling package, the car turned and cornered as if it were nailed to the road. The fat E70-14 tires included in the package heartily contribute to lateral stability, while lending a big car feel and handling trait during straight-line tooling. If auto racing were relegated to strictly stock cars, we'd put our bet here."

Interior roominess got high marks, as did seat comfort and dash layout. Among the few complaints lodged against the Javelin was that its "standard flow-through ventilation really falls down on the job." That and the reverse lockout handle on the shift lever "interferes with knuckles during quick shifts."

13/19“Dash layout has everything where the driver can see and reach it easily, though the glovebox reach is a bit of a chore,” they wrote.

Firebird

400ci/335hp V-8; 3-speed Turbo Hydro automatic
15.4 sec. @ 93 mph

14/19See the Royal license-plate frame? No, the Michigan dealer/tuner did not have a Hollywood branch. A different Royal Pontiac provided the test car.

While this comparison awarded no winner, the editors clearly had favorite cars, and the Firebird was one of them. They wrote, "Javelin, Camaro, Barracuda and Mustang are the 'pocketbook' specials, while the Cougar relies on 'class' to elicit more money from the buyer. Firebird has 'em all covered, offering an economical 6 and a wailin' 400-cu.-in. top V-8 option."

15/19The 400 H.O. in the magazine’s test car won praise. “Only five more hp are listed over the 400, but this comes at 5,000 rpm, and the identical torque reading is at 3,400 rpm. Gearbox availability and rear gear numbers are the very same as the plain 400, but performance sure isn’t.”

The editors called the Firebird's inline-six Sprint option "a groovy package for any enthusiast," but they "heartily recommended" the 400 H.O. motor in their test car. "Not at all hard to manage in ordinary duty, it really comes on at the track."

Noting that complaints about a stiff ride had been lodged against the '67 Firebirds with HD suspensions, the editors said the new '68 version "has both good handling and moderately smooth ride." Improvements had been made; "engineers have cushioned the ride somewhat." But despite the changes, "the HD-equipped cars still take jolts and bumps harder than normal."

16/19“Camaro and Firebird use the same seats—basically—but Pontiac sure does a lot more with them. Seating comfort is particularly good.”

Steering action was good too. "The power assist makes every kind of driving easier, and we found no oversteer or loss of feel during quick maneuvers."

In the end, the Motor Trend editors seemed to see the Firebird as the Goldilocks sporty car: Just right. "Maybe running the gamut of price and power is the answer in this field."

Cougar

390ci/335hp V-8; 3-speed automatic
15.4 sec. @ 91 mph

17/19The Cougar offered excellent ride quality, “taken in more comfort thanks to the plusher seat padding. Road ‘chop’ is not in evidence, and there’s only minor dip and/or squat upon braking and acceleration.”

The Cougar embodied "Lincoln-Mercury's theory of a small sporty car appealing to luxury-minded buyers when equipped somewhat better than the majority of ponycars," wrote the Motor Trend editors. "Since it is touted as a comfort car, finding it a good driving machine may come as a shock to first-time pilots." The four-barrel 390 V-8 in their test car "impressed us with smooth performance at low speeds, yet a ready reserve of power when needed."

18/19The editors “drove several Cougars, all with different engines. All worked well, and we found no engine noise penetrating the sheetmetal or harsh temperaments from ‘performance’ combinations.”

They called the Cougar's road manners "exceptional, especially in view of the fact it's not lined up to compete on handling virtues alone. In any form, Cougars are taut handlers. They react quickly to driver demands, and weight transfer lean doesn't induce tire roll-under. The tail-end is extremely accurate in following the front."

As the most luxurious car in the bunch, "comfort is the big point" of the Cougar, they wrote. "Only subtle refinements in cushioning and sound deadening set the car apart from its lower-priced competitors, but that's all it takes to make a big difference." In fact, "driving comfort is so groovy, owners might want to move 15 or 20 miles farther from work just for the pleasure of the ride back and forth each day. . . . For those who want the dash of a small car and aren't willing to sacrifice big-car comfort, the Cougar appears to be the 'hot setup.'"

19/19The editors complained that the headlight doors on the Cougar (and the Camaro) “tend to get stuck” in either the open or closed position.